Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M51/00—Fuel-injection apparatus characterised by being operated electrically
  • F02M51/06—Injectors peculiar thereto with means directly operating the valve needle
  • F02M51/061—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means
  • F02M51/0625—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures
  • F02M51/0635—Injectors peculiar thereto with means directly operating the valve needle using electromagnetic operating means characterised by arrangement of mobile armatures having a plate-shaped or undulated armature not entering the winding
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
  • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
  • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
  • F02D31/001—Electric control of rotation speed
  • F02D31/007—Electric control of rotation speed controlling fuel supply
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/02—Circuit arrangements for generating control signals
  • F02D41/04—Introducing corrections for particular operating conditions
  • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
  • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D41/00—Electrical control of supply of combustible mixture or its constituents
  • F02D41/30—Controlling fuel injection
  • F02D41/3005—Details not otherwise provided for
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M49/00—Fuel-injection apparatus in which injection pumps are driven or injectors are actuated, by the pressure in engine working cylinders, or by impact of engine working piston
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M55/00—Fuel-injection apparatus characterised by their fuel conduits or their venting means; Arrangements of conduits between fuel tank and pump F02M37/00
  • F02M55/007—Venting means
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
  • F02M69/02—Pumps peculiar thereto
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
  • F02M69/04—Injectors peculiar thereto
  • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
  • F02M69/044—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the intake conduit downstream of an air throttle valve
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
  • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
  • F02M69/462—Arrangement of fuel conduits, e.g. with valves for maintaining pressure in the pipes after the engine being shut-down
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
  • F02M69/46—Details, component parts or accessories not provided for in, or of interest apart from, the apparatus covered by groups F02M69/02 - F02M69/44
  • F02M69/54—Arrangement of fuel pressure regulators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N3/00—Other muscle-operated starting apparatus
  • F02N3/02—Other muscle-operated starting apparatus having pull-cords
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B75/00—Other engines
  • F02B75/34—Ultra-small engines, e.g. for driving models
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
  • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
  • F02D2009/0201—Arrangements; Control features; Details thereof
  • F02D2009/0232—Fuel pump rack position
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
  • F02D2400/06—Small engines with electronic control, e.g. for hand held tools
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
  • F02D2400/18—Packaging of the electronic circuit in a casing
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
  • F02M61/00—Fuel-injectors not provided for in groups F02M39/00 - F02M57/00 or F02M67/00
  • F02M61/14—Arrangements of injectors with respect to engines; Mounting of injectors
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the designs include a low cost injector, which is shrunk in size to facilitate use in its intended application and a simplified method of adjusting the injector for mass projection.
• the carburetor of the prior art convention systems is replaced by a throttle body in which we have mounted an electronic control unit (ECU) which receives input from a throttle position sensor.
• ECU electronice control unit
• the throttle body also has provisions for an intake air temperature sensor passage, a pump, a fuel pressure regulator, a diagnostic port and the injector described above.
• the fuel pressure regulator is adapted to provide a constant fuel pressure and allow for easy prime of the system at all times, with excess fuel being pushed or returned to the fuel tank through the throttle body.
• an ignition module In order to ignite the fuel provided by the operation of the fuel regulation system, an ignition module is provided in which a power generation and spark control advanced circuitry is integrated on the ignition module board. As indicated, the electronic controi unit is positioned on the throttle body, and variable spark advance is controlled through the electronic control unit. The ignition module includes the capability of providing additional DC power for battery charging, if desired. Finally, an adaptive algorithm based on speed of the engine, prime start and what is referred to hereinafter as smart choke positioning utilizes the electronic control unit to provide operational commands to this system.
• Another of the features of this disclosure is a low cost injector adaptable for use in low pressure electronic fuel injection systems on small hand-held two cycle engines.
• a throttle body which is designed for component integration and mounts an electronic control unit adapted to receive inputs from suitable sensors, a low pressure pump for providing pressurized fuel for the system, a fuel pressure regulator, and the injector for injecting fuel.
• Another feature of the disclosure is a separate ignition module which provides power generation using a two-leg lamination stack.
• Yet another feature of the disclosure is power generation and spark advance circuitry integrated on a single ignition module board.
• the ignition module in the embodiment illustrated, provides variable spark advance controlled through the electronic control unit.
• the ignition module includes the capability of providing DC power for battery charging.
• Still a further feature of the disclosure is the provision of a fuel pressure regulator integrated with the throttle body which includes a hand operated pump, the pump being actuated to provide low pressure fuel to the injector, purging air and providing primary pressure to the system.
• the fuel pressure regulator is employed in conjunction with the pump and the throttle body provides for a return of excess fuel to the fuel tank under certain operational conditions.
• Another feature of the disclosure is an adaptive algorithm relying primarily on rotational speed which quickly adjusts fuel duration provided to the engine so that engine speed quickly adjusts to conditions of use.
• a particular feature of the preferred embodiment is a use of a smart choke algorithm which adjusts timing in accordance with predetermined conditions.
• Another feature of the disclosure is an improved method for determining top dead center (TDC) for firing a spark plug for the engine by utilizing a unique cycle recognition procedure.
• TDC top dead center
• Figure 1 is a view in perspective, partly broken away, of one illustrative hand-held implement engine in which the fuel system of present disclosure finds application;
• Figure 1a is a block diagram view of the fuel system employed with the embodiment of Figure 1 ;
• FIG 2 is an exploded view in perspective of one illustrative embodiment of throttle body of the present disclosure illustrating the integration of various features in connection with the throttle body design;
• Figure 3 is a view in perspective of the throttle body assembly shown in Figure 2 in an assembled form;
• Figure 4 is a view in perspective illustrating a portion of the Throttle control for the embodiment shown in Figure 2;
• FIG. 5 is a view in perspective showing the fuel pressure regulator assembly for the embodiment shown in Figure 2;
• Figure 6 is a view in perspective of one illustrative embodiment of ignition module utilized in connection with the preferred embodiment of the system of the present disclosure
• Figure 7 in an enlarged view taken along the line 7-7 of Figure 6;
• Figure 8 is a view in perspective illustrating the lamination stack and the transformer assembly of the ignition module shown in Figure 6;
• Figure 8a is a bottom plan view of the ignition module shown in Figure 8;
• Figure 9 is a view in perspective, partly broken away, of one illustrative mounting position of the ignition module of Figure 6 with respect to the engine shown in Figure 1 ;
• Figure 10 is a sectional view of one illustrative embodiment of injector employed with the fuel system of the present disclosure
• Figure 11 is an exploded view of the injector shown in Figure 10;
• Figure 12 is an exploded view of the drive components for the injector shown in Figure 10;
• Figure 13 is a assembled view in perspective of the drive components shown in Figure 12;
• Figure 13a is an end view of the drive components shown in Figure 13;
• Figure 14 is a sectional view taken along the line 14-14 in Figure 13a;
• Figure 14a is a sectional view similar to Figure 14 showing a second illustrative embodiment of the drive components shown in Figure 13;
• Figure 15 is a flow chart showing operational parameters of the smart choke operation for the hand-held device shown in Figure 1 in which the present disclosure finds application;
• Figure 16 is a Block diagrammatic view of the Electronic control unit employed with the embodiment of Figure 1 ;
• Figure 17 is a flow chart of an adaptive algorithm illustrating for controlling engine operation
• Figure 18 is a flow chart of a subroutine utilized in conjunction with Figure 17;
• Figure 19 is a diagrammatic view illustrating the determination of cycle recognition detection and determination of top dead center of the present disclosure.
• Figure 20 is a flow chart for implementing the procedure of Figure 19.
• Corresponding reference numerals indicate corresponding parts throughout the several figures of the drawings.
• reference numeral 1 indicates one illustrative embodiment of a hand-held two-cycle engine in which the preferred embodiment of this specification as described below finds application.
• the engine 1 finds general application in a variety of hand held tools, including by way of example and not of limitation, blowers, trimmers, and edgers among other products sold to the general public by a number of manufacturers under a variety of trademarks. Additional application of this technology can be applied readily to scooters and mopeds, for example.
• the present disclosure is intended to replace a carburetor system of prior art devices, and to achieve that replacement within the overall design silhouette of the prior art product configurations.
• the engine 1 has an engine block 12 containing a piston 11 , and includes a fly wheel 2 ( Figure 9) attached to a crank shaft 7, which is initially operated by pulling on a handle 3 during engine start. Because of the unique features of the present disclosure, we have consistently operated the engine 1 utilizing one or two pulls on the handle 3 in order to achieve engine 1 starting status.
• the illustrative example of the device in which the engine 1 finds application includes a fuel tank 4 having a supply line 5 from and a return line 6 to the tank 4.
• the supply line 5 is operatively connected to a throttle body 10 and associated components, the integration of which is described in greater detail below.
• a block system diagram of one illustrative embodiment of fuel system 18 of the present disclosure is shown in simplified form in Figure 1a.
• a low pressure fuel supply is provided, which includes the tank 4.
• the supply line 5 is connected to the tank 4 for supplying fuel to a fuel pump assembly 84b.
• the fuel pump 84b pumps fuel utilizing crankcase pulsations received through a crankcase pulse port 16 located in the throttle body 10.
• the pulsations are delivered to the pulse port 16 preferably through a passage created between the engine 1 and throttle body 10.
• the fuel is routed through the pump 84b by means of an inlet check valve 85 and an outlet check valve 85a.
• an air purge bulb or pump 8 is provided to purge excess air from the system and pressurize the fuel system.
• the purge pump 8 is connected to the system 18 by a check valve 63 which facilitates fluid movement through the system into a fuel pressure regulator assembly 20.
• the fuel pressure regulator assembly 20 comprises what is known in the art as a down stream fuel pressure regulator. While a down stream fuel pressure regulator is preferred, other embodiments may utilize an upstream regulator.
• the fuel pressure regulator assembly 20 bleeds off excessive fluid when a predetermined pressure is overcome. When pressure is low, the regulator stops fuel flow from returning to the tank 4 until the pressure is greater than the set pressure.
• the fuel pressure regulator 20, in the embodiment illustrated, includes a diaphragm 82, which is used to regulate fuel flow.
• the diaphragm 82 has a needle 88 associated with it.
• the fuel pressure regulator 20 returns excess fuel to the fuel tank 4.
• the output side of the regulator assembly 20 is an input to a fuel injector 45.
• the injector 45 in turn supplies fuel to a combustion chamber 14 of a cylinder 15 for the engine 1 (see Fig. 9).
• An electronic control unit (ECU hereinafter) 42 is utilized to control operation of the fuel system 18 shown in Figure 1a.
• an ignition module 40 is associated with the fly wheel 2 for the purposes described in greater detail below.
• the ignition module 40 provides power to the ECU 42 and the ECU 42 preferably controls the operation of the injector 45 and spark timing and consequentially the ignition and the fuel in the chamber 14 based on a number of parameters discussed below.
• the general over all engine operation for hand held devices powered by internal combustion engines is well know in the art.
• the inventive principles of the present disclosure are how this operation is accomplished in minimal space requirements, reliably over the life of the engine 1 , and at a cost competitive with present carburetor designs of the prior art. We accomplish this with an integrated approach.
• Portions of the fuel system 18 described above are integrated within the throttle body 10, as indicated generally by the dashed line 10a of Fig. 1 a.
• the throttle body 10 has a number of internally arranged passages formed in it, which together with the various components described herein, are adapted to control fuel flow among the various components and primarily to the combustion chamber 14 for operating the engine 1.
• the passages include an intake air temperature sensor passage which permits the air temperature sensor 167 mounted to a circuit board 60 of the ECU 42 to ascertain intake air temperature reliably. While a particular design shape is illustrated for the housing 100 of the throttle body 10, other design silhouettes may be used, if desired. Referring to Figures 10 - 14, the injector assembly 45 is shown in greater detail.
• the ring 27 is integrally formed with the motor can 30, although a separate ring may be used, if desired. As shown in Figure 14a, some embodiments of the disclosure may eliminate the use of the ring 27.
• the motor can 30 also has an external wall 31 defining a shoulder 32 adapted to receive an o-ring 38.
• the wall 31 also has a plurality of threads 57 formed in it, which permits the motor can 30 to be mounted into an upper body 25 of the injector assembly 45.
• the upper body 25 of the injector 45 also is a generally cylindrical shape having a wall 58 defining an axial opening sized to receive the motor can 30 along an internally threaded section 48.
• the upper body 25 additionally has an externally threaded section 59 which functions to attach a lower body 33 to the upper body 25.
• the attachment of the upper body 25 and the lower body 33 is fixed, in addition to the threaded connection 59, by a suitable epoxy adhesive or the like so that the lower and upper bodies are not movable in relationship to one another in the assembled relationship of the injector 45.
• Other interconnection methods will be apparent to those skilled in the art.
• the spring 44 preferably is a flat spring. Those skilled in the art will recognize that other spring types may be employed, if the size of injector 45 is not an overriding consideration.
• the motor can 30 is sized to fit within the upper body 25 and the threads 57/48 are designed for adjusting the travel of the valve pin 46 and spring 44. This is an important feature of the disclosure in that assembly of the injector can be automated in the manufacturing process. For example, the motor can 30 and Pin 46 can be adjusted with respect to one another by means of the internal threaded section 48 to define a first position (closed), and then the motor can 30 may be physically backed off (opened) from the first position to define both a second position and the distance of travel for the pin 46.
• the ECU 42 controls operation of the fuel system 18 and consequently of the engine 1.
• component parts of the ECU are mounted on the board 60, which in turn is protected by a cover 23.
• the ECU itself is mounted to the throttle body 10 by any convenient method. Conventional threaded fasteners 102 work well, for example. Other attachment methods may be employed if desired.
• the ECU 42 is a low cost integrated solution to control the fuel injection system for 2-cycle engines electronically.
• the ECU 42 includes an electronic circuit assembly containing a microprocessor 160 having associated with it a non-volatile memory for algorithm and fuel map storage, a plurality of signal conditioning circuits 161 , at least one ignition drive circuit 166, an optional communication port 50 and a valve drive circuit 162.
• Other components of the system include a fuel injection valve control 163, a throttle position sensor 164, and miscellaneous sensors for monitoring engine performance, of which the throttle position sensor 164 and an intake air temperature sensor 167 are mounted on the board 60.
• a micro processor based platform for insuring consistent fuel delivery regulation, a solid state fuel delivery system synchronous with ignition, optional field upgradeable firmware and operational software (map).
• the cover 23 provides a connection port 55 permitting the electrical interconnection of the ECU 42 and the ignition module 40 as later described in detail.
• the fuel supply line 5 is adapted to be connected to a fuel inlet 61 from which fuel passes through the pump assembly 84b.
• a primer assembly 29 is connected to the outlet of pump 84b where fuel can be drawn into primer bulb 8 of primer assembly 29.
• check valves 85, 85a and 63 identified for the purposes of this specification as the pump inlet check valve 85, the pump outlet check valve 85a and the purger outlet check valve 63.
• check valves 85 and 85a are arranged in the same direction so as to only pass fuel to the fuel pressure regulator 81.
• the primer assembly 29 has an outlet port and associated check valve 63 which also serves as an inlet check valve for the regulator assembly 20.
• the outlet port check valve 63 permits fuel to enter and pass through passages in the throttle housing 100 and a fuel pump cover 67 which in this embodiment has a throttle adjustment screw 86 associated with it. Fuel passing through the check valve 63 also passes through a filter 62 and into the fuel pressure regulator assembly 20 which manages the desired fuel pressure by means of the spring loaded diaphragm 82.
• the throttle body 10 includes the return line 6 to the tank 4 so that the fuel once pressurized by means of the fuel pump 84b and/or purger assembly 29 and above the desired set point pressure can be relieved and returned to the tank 4 so that constant fuel pressure is maintained.
• the fuel pressure regulator 20 also is mounted to the throttle body 10 and includes the diaphragm 82 having the needle 88 mounted to the diaphragm whereby said needle is positioned (normally closed) against an outlet 93 of the fuel pressure regulator 20 by adjustable tension provided to a spring 91 and an adjuster screw 92.
• the throttle assembly 13 includes a throttle plate 9, a spring return 153 and a throttle shaft 90 which are mounted in suitable position in the throttle body 10 to provide additional control of airflow to the engine via throttle position. Throttle position may be adjustable by a user, for example.
• the shaft 90 extents through the throttle body housing 100 and through the ECU board 60 where it transfers rotational angles to throttle position sensor 164 which is mounted to the board 60.
• the throttle position sensor 164 enables the ECU 42 to determine throttle position directly.
• the ignition module 40 includes an ignition core 120 having a lamination stack 121.
• Lamination stack 121 is generally a U shape configuration having a first leg 121a and a second leg 121 b.
• the leg 121 a has a power generation coil assembly 129 associated with it, while the leg 121 b has a transformer assembly 123 mounted to it.
• the power generation coil assembly 129 has a pair of electrical wires 110 and 111 extending from it to a circuit board assembly 122.
• the transformer assembly 123 mounted on the leg 121 b has four wires 124, 125, 126 and 127 respectively extending from the transformer assembly 123 to the circuit board assembly 122 and a connection 150 for electrically connection the ignition module 40 to a spark plug 146 for the engine 1.
• the circuit board assembly 122 has components associated with it for providing information to the ECU 42 for controlling the ignition spark for igniting the fuel in the chamber 14 provided by the injector 45 located in throttle body 10.
• the output of the circuit board assembly 122 includes a power lead 130, a ground lead 131 , a coil trigger lead 132 and a spark advance lead 133, which terminate in a terminal housing 135.
• the terminal housing 135 is connected to the ECU 42 at port 55.
• the ignition module 40 is mounted in operational relationship with the fly wheel 2 of the engine 1. As illustratively shown in Figure 9, the fly wheel 2 has a plurality of ignition magnets (not shown) associated with it, which magnetically interact with the ignition module 40 to provide power to energize the transformer 123 and power generation coil 129.
• the transformer 123 supplies spark energy through spark plug wire connection 150 and supplies the timing reference to the system of the disclosure to control operation of the engine 1.
• the timing reference is utilized by the ECU 42 for advancing or decreasing the spark angle and fuel injection angle depending upon predetermined conditions.
• spark angle refers to the determination of the location of spark trigger based on predetermined conditions for causing ignition of the fuel air mixture in the associated combustion chamber 14.
• injection angle refers to the determination of the location of injection based on predetermined conditions for causing ignition of the fuel air mixture in the associated combustion chamber 14.
• the power generation coil 129 provides power to the ECU 42 by means of terminal connection 135 for both start and run operation.
• the system is designed to start without the use of a battery by pulling the handle 3 which will generates sufficient power through the power generation coil 129 to initiate the smart choke subroutine described below.
• the ECU receives two ignition pulses per rotation of the fly wheel 2, as illustratively show in Figure 19.
• the pulses correlate with the flywheel magnets passing the respective legs 121a and 121 b of the ignition module 40.
• the ECU 42 can easily determine top dead center for the cylinder.
• the cycle recognition routine set out in Figure 20 ensures that the ECU selects the first pulse which provides an accurate TDC reference. The operation automatically rejects any false pulse triggers, for example, interference caused by the spark plug firing and thereby preserves the accuracy of the reference.
• the operation relies on the fact that the magnets on the flywheel conventionally are located approximately forty (40) degrees apart, which corresponds to the minimum timing interval between the ignition pulses (pluses 1 and 2 in Figure 19).
• the longer timing interval thereby equates to approximately three hundred twenty (320) degrees (distance between pulse 2 and 3 in Figure 19). If there were no intervening pulses, i.e., like a spark plug firing, the ECU 42 could just detect the pulse following the longer time interval.
• One method to eliminate the problem of false pulses is to add noise filters to filter out the false readings.
• the ECU 42 also operates in a manner to insure the engine 1 always operates at its best performance level regardless of operating conditions. This is accomplished through an adaptive algorithm.
• the algorithm is broken down into two routines, idle and run.
• the idle routine is similar to the original method disclosed in the '596 patent incorporated herein by reference, but is utilized in the present disclosure to maintain an rpm value instead of an exhaust gas temperature. This is done by determining the engine's desired idle RPM and then hunting to achieve the idle RPM. In this manner the engine can make up for more manufacturing variables and still provide a constant idle speed.
• the run flow chart shown in Figure17 which utilizes the subroutine shown in Figure 18 to adjust fuel flow to achieve best engine performance is know in the art as lean best power.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Electromagnetism (AREA)
• Physics & Mathematics (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Fuel-Injection Apparatus (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
• Reciprocating Pumps (AREA)
• Ignition Installations For Internal Combustion Engines (AREA)
• Electrical Control Of Ignition Timing (AREA)

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• 2007
  • 2007-07-31 WO PCT/US2007/074844 patent/WO2008016916A2/en not_active Ceased
  • 2007-08-01 EP EP07813654.6A patent/EP2047080B1/en not_active Not-in-force
  • 2007-08-01 US US12/375,898 patent/US8386149B2/en not_active Expired - Fee Related
  • 2007-08-01 WO PCT/US2007/074982 patent/WO2008016981A2/en not_active Ceased
  • 2007-08-01 BR BRPI0714132-7A patent/BRPI0714132A2/pt not_active IP Right Cessation
  • 2007-08-01 AU AU2007281136A patent/AU2007281136B2/en not_active Ceased
  • 2007-08-01 JP JP2009523044A patent/JP5238698B2/ja not_active Expired - Fee Related
  • 2007-08-01 CA CA2659904A patent/CA2659904C/en active Active
  • 2007-08-01 MX MX2009001284A patent/MX346796B/es active IP Right Grant
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